In 1965, Porsche released an entry-level Porsche – the 912. This was effectively a 911 bodyshell with a four-cylinder 356SC engine that produced a modest 90bhp.
However, soon after the company decided to produce a low-end ‘real’ 911 that would, in time, replace the 912. This car was the 911T (for Touring), introduced in August 1967 and which was the least expensive of a three-prong line-up, the others being the 911L and 911S.
The 911T had the same detail improvements as made to the A series 911S and 911L. However, to reduce costs, Porsche fitted the 911T with an engine that, while based on that of the other 911s, produced just 110bhp at a low 4200rpm. This reduced power meant that the engine could be fitted with cheaper cast-iron cylinder heads (as opposed to the Biral aluminium/iron items which gave more efficient cooling) and a simpler crankshaft design. Furthermore, the compression ratio was dropped to 8.6:1 by using different pistons, and the camshafts had less lift. Carburettors, meanwhile, were smaller Weber 40IDT3C items. The 911T was equipped as standard with a four-speed gearbox, although a five-speed one was optional. Further money was saved by omitting the front and rear anti-roll bars, and using solid brake discs.
Inside, the specification was similar to that of the 912, with simpler, cheaper trim finishes to help keep the costs down. These included felt-like Perlon carpeting,
Also to keep costs down, the 911T came as standard with steel wheels, although you could upgrade to Fuchs alloys if you wished.
While the 911E and 911S gained fuel injection in 1968, the entry-level 911T stuck to Weber carburettors in B series form and, many argued, was none the worse for it, for the simple reason the carbs sounded great! The engine remained the same as the A series version, except that it now boasted a magnesium crankshaft. Other modifications were similar to those for the other cars.
Bizarrely, despite losing 20bhp, the 911T remained a good performer, with contemporary road testers claiming very little difference between this car and the 130bhp 911L.
Compression ratio: 8.6:1
Maximum power: 110bhp at 5800rpm
Maximum torque: 156Nm at 4200rpm
Brakes: Front: 282mm discs; rear: 290mm discs
Suspension: Front: MacPherson struts with telescopic dampers and torsion bar springs; Rear: Trailing wishbones with telescopic dampers and transverse torsion bar
Wheels & tyres: Front: 15×5.5J with 165HR tyres. Rear: 15×5.5J with 165HR tyres